Autonomous system for air cargo end-to-end operations

ABSTRACT

The present disclosure provides an end-to-end cargo handling system. The end-to-end cargo handling system comprises a transportation unit comprising a first sensing agent, a lift unit comprising a second sensing agent, and a control module in communication with the transportation unit and the lift unit via a network, wherein the transportation unit and the lift unit are configured to move a cargo unit from a first location to a second location autonomously.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of, and claims priority to, U.S.Non-Provisional patent application Ser. No. 16/166,705 filed Oct. 22,2018, and granted as U.S. Pat. No. 10,994,865, and entitled “AUTONOMOUSSYSTEM FOR AIR CARGO END-TO-END OPERATIONS,” which is incorporatedherein by reference in its entirety.

FIELD OF THE DISCLOSURE

The present disclosure relates to cargo handling systems, and moreparticularly, to aircraft cargo handling systems.

BACKGROUND OF THE DISCLOSURE

In typical end-to-end cargo loading operations, cargo units are movedfrom a freighter to an assigned location on an aircraft. Conventionally,the cargo units, otherwise known as unit load devices or “ULDs,” areprepared in a warehouse by a human operator and moved to the aircraftfor loading via a forklift or some other human-operated machinery. TheULDs may then be transported onto the aircraft, wherein other systemsmay move the ULD to its final location. Such conventional human-operatedend-to-end cargo loading systems, however, may be subject toinefficiency due to human error or pose safety risks for humanoperators.

SUMMARY OF THE DISCLOSURE

An end-to-end cargo handling system may comprise a transportation unitcomprising a first sensing agent, a lift unit comprising a secondsensing agent, and a control module in communication with thetransportation unit and the lift unit via a network, wherein thetransportation unit and the lift unit are configured to move a cargounit from a first location to a second location autonomously.

In various embodiments, the first location is located in a cargowarehouse and the second location is located on a cargo deck of anaircraft. The first location may be located on a cargo deck of anaircraft and the second location is located in a cargo warehouse. Thefirst location may be located on a freighter and the second location islocated on a cargo deck of an aircraft. The transportation unit may beconfigured to self-load the cargo unit for transportation. The lift unitmay comprise one of a scissor lift, fork lift, conveyer belt, oroverhead crane. The control module may be configured access one or moredatabases concerning a status of the cargo unit. The lift unit maycomprise a sensor capable of sensing a presence of a cargo unit on thelift unit. The first sensing agent may comprise a sensing module, acomputing module, and a communication module and the second sensingagent may comprise a sensing module, a computing module, and acommunication module. The lift unit and transportation unit may beconfigured to communicate via the first sensing agent communicationmodule and the second sensing agent communication module to move thecargo unit from the first location to the second location.

A multifunction unit for a cargo handling system may comprise atransportation unit comprising a first sensing agent and a lift unitcomprising a second sensing agent coupled to the transportation unit,wherein the multifunction unit is configured to operate autonomously tomove a cargo unit from a first location to a second location.

In various embodiments, the transportation unit comprises atransportation unit transceiver and the lift unit comprises a lift unittransceiver. The transportation unit transceiver and the lift unittransceiver may be configured to receive instructions via a controlmodule over a network. The transportation unit transceiver and the liftunit transceiver may be configured to communicate over the network. Themultifunction unit may further comprise an aircraft transceiverconfigured to communicate with the transportation unit transceiver andthe lift unit transceiver.

An autonomous method of handling a cargo unit may comprise transmitting,via a network, a first location corresponding to an initial location ofa cargo unit to a transportation unit, transmitting, via the network, asecond location corresponding to a cargo unit destination location tothe transportation unit, moving the transportation unit to the firstlocation, loading the cargo unit onto the transportation unit, andtransporting, via the transportation unit, the cargo unit from the firstlocation to the second location.

In various embodiments, the autonomous method may further comprisetransferring the cargo unit from the transportation unit to a lift unitand lifting, via the lift unit, the cargo unit to an elevation of acargo deck of an aircraft. The autonomous method may further compriseinstructing the transportation unit and the lift unit to act via acontrol module. The second location may correspond to the cargo unitdestination location is a cargo deck of an aircraft.

The foregoing features and elements may be combined in variouscombinations without exclusivity, unless expressly indicated otherwise.These features and elements as well as the operation thereof will becomemore apparent in light of the following description and the accompanyingdrawings. It should be understood, however, the following descriptionand drawings are intended to be exemplary in nature and non-limiting.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are included to provide a furtherunderstanding of the present disclosure and are incorporated in, andconstitute a part of, this specification, illustrate variousembodiments, and together with the description, serve to explain theprinciples of the disclosure.

FIG. 1 illustrates a schematic view of an aircraft being loaded with acargo unit, in accordance with various embodiments;

FIG. 2 illustrates a top view of an end-to-end cargo loading operation,in accordance with various embodiments;

FIGS. 3A and 3B illustrate perspective views of an autonomous end-to-endcargo handling system, in accordance with various embodiments;

FIGS. 4A and 4B illustrate perspective views of an autonomous end-to-endcargo handling system, in accordance with various embodiments;

FIG. 5 illustrates a block diagram of an exemplary sensing agent, inaccordance with various embodiments; and

FIG. 6 illustrates an autonomous method of handling a cargo unit, inaccordance with various embodiments.

DETAILED DESCRIPTION

The detailed description of various embodiments herein makes referenceto the accompanying drawings, which show various embodiments by way ofillustration. While these various embodiments are described insufficient detail to enable those skilled in the art to practice thedisclosure, it should be understood that other embodiments may berealized and that logical, chemical, electrical, and mechanical changesmay be made without departing from the spirit and scope of thedisclosure. Thus, the detailed description herein is presented forpurposes of illustration only and not of limitation.

For example, the steps recited in any of the method or processdescriptions may be executed in any order and are not necessarilylimited to the order presented. Furthermore, any reference to singularincludes plural embodiments, and any reference to more than onecomponent or step may include a singular embodiment or step. Also, anyreference to attached, fixed, connected, or the like may includepermanent, removable, temporary, partial, full, and/or any otherpossible attachment option. Additionally, any reference to withoutcontact (or similar phrases) may also include reduced contact or minimalcontact.

For example, in the context of the present disclosure, methods, systems,and articles may find particular use in connection with autonomousaircraft cargo handling systems. However, various aspects of thedisclosed embodiments may be adapted for performance in a variety ofother systems such as ground cargo handling systems. As such, numerousapplications of the present disclosure may be realized.

As used herein, “aft” refers to the direction associated with the tailof an aircraft, or generally, to the direction of exhaust of the gasturbine. As used herein, “forward” refers to the direction associatedwith the nose of an aircraft, or generally, to the direction of flightor motion.

Aircraft cargo handling systems as disclosed herein may allow autonomousloading and/or unloading of cargo units from an aircraft. In thatregard, aircraft cargo handling systems as disclosed herein may resultin increased efficiency of loading and unloading processes and reducehuman operator involvement and the human error and safety risks involvedtherewith.

In various embodiments, and with reference to FIG. 1 , a schematic viewof an aircraft 10 having a cargo deck 12 is illustrated. Aircraft 10 maycomprise a cargo load door 14, for example, at a side of the fuselagestructure of aircraft 10, at an aft end of the fuselage structure,and/or at any other suitable location. Cargo unit 20 may be loadedthrough cargo load door 14 and onto cargo deck 12 of aircraft 10 orunloaded from cargo deck 12 of aircraft 10. Although cargo unit 20 isillustrated as a cargo container, cargo unit 20 could also be a pallet,an irregularly shaped object, an irregularly shaped container, or othercargo.

Items to be shipped by air, freight, and/or the like are typicallyloaded first onto specially configured pallets or into speciallyconfigured containers, also known as unit load devices or “ULDs.” Inthat regard, as referred to herein, “cargo unit” may also refer to aULD. ULDs are available in various sizes and capacities, and aretypically standardized in dimension and shape. Once loaded with cargoitems, the ULD is transferred to aircraft 10, and is loaded ontoaircraft 10 through cargo load door 14 using a conveyor ramp, scissorlift, or the like. Once inside aircraft 10, the ULD is moved withincargo deck 12 to its final stowage location, as discussed furtherherein. Multiple ULDs may be brought on-board aircraft 10, during one ormore loading procedures (e.g., at separate destinations), with each ULDbeing placed in its respective stowage and transportation location incargo deck 12. After aircraft 10 has reached its destination, one ormore ULDs may be unloaded from aircraft 10 similarly, but in reversesequence to the loading procedure.

In various embodiments, and with reference to FIG. 2 , a top view of anend-to-end cargo loading operation 100 illustrated from a top view, inaccordance with various embodiments. Aircraft 10 may comprise a cargodeck 12 configured to receive and store one or more cargo units 20 for aflight. As referred to herein, cargo deck 12 may comprise an “active”cargo deck comprising a plurality of electromechanical actuatorsembedded in cargo deck 12 or a “passive” cargo deck devoid of aplurality of electromechanical actuators embedded in cargo deck 12.Cargo deck 12 may comprise a plurality of rolling elements on a surfaceof cargo deck 22 configured to assist in movement of cargo unit 20 overcargo deck 12. Cargo deck 12 may extend aftward (in the positiveZ-direction) toward a rear portion of aircraft 10 and be positionedadjacent to cargo load door 14. However, there are many other aircraftcargo deck configurations to which the embodiments of the disclosure canbe implemented. For example, various aircraft, particularly thosedesigned primarily for the transportation of cargo without passengers,may have the upper passenger deck removed and an additional larger cargodeck installed. Cargo unit 20 may be transported to destination location16, wherein cargo unit 20 may be secured for the duration of a flight.While illustrated as being positioned at an aft-most location on cargodeck 12, destination location 16 may be at any location on cargo deck 12such as a forward location of cargo deck 12 or middle portion of cargodeck 12. Further, destination location 16 need not be directly on top ofcargo deck 12 and may be on top of other cargo units already positioneddirectly on cargo deck 12. Destination location 16 may define one “end”of the end-to-end cargo loading operation 100.

In various embodiments, cargo load door 14 may be adjacent to a liftunit 30. Lift unit 30 may be configured to lift cargo unit 20 from aground surface to an elevation equal or greater than that of cargo deck12. Cargo unit 20 may then be loaded onto aircraft 10 through cargo loaddoor 14. As discussed further herein, cargo unit 20 may be moved fromlift unit 30 and moved along a plurality of roller elements on cargodeck 12 until cargo unit 20 arrives at destination location 16. Liftunit 30 may be positioned on a path 50 which may extend between aircraft10 and warehouse 60. In various embodiments, more than one path 50 maybe situated between aircraft 10 and warehouse 60.

Still referring to FIG. 2 , in various embodiments one or moretransportation units 40 may be configured to travel to and from aircraft10 and warehouse 60. Transportation unit 40 may be configured totransport cargo unit 20 to lift unit 30, wherein lift unit 30 can thenelevate cargo unit 20 such that it can be moved through cargo load door14 and onto cargo deck 12. As discussed further herein, transportationunit 40 may be configured to travel from warehouse 60 along path 50 toaircraft 10 and then travel from aircraft 10 along path 50 to warehouse60. Stated otherwise, transportation unit 40 may travel to and fromaircraft 10 such that cargo transportation unit may assist in loadingand unloading operations.

Transportation unit 40 may be configured to enter warehouse 60 and moveabout cargo loading area 62 wherein transportation unit 40 may be loadedwith and/or load a cargo unit 20. For example, transportation unit 40may be configured to travel to intermediate location 64, wheretransportation unit 40 may be loaded with cargo unit 20 with theassistance of a human operator manually maneuvering cargo unit 20 ormoving cargo unit with a fork lift or the like. In various embodiments,transportation unit 40 may be configured to self-load cargo unit 20through an electromechanical actuator on transportation unit 40. Invarious embodiments, such an actuator may be an electrically,hydraulically, or pneumatically powered clamp, lift, pulley system, orthe like.

In various embodiments, cargo unit 20 may be positioned in intermediatelocation 64 by a human operator manually maneuvering cargo unit 20 ormoving cargo unit with a fork lift or the like. Prior to beingpositioned in intermediate location 64, Cargo unit 20 may be positionedat initial location 84 on a freighter 80, which in various embodimentsmay be a freight truck, van, or the like. Cargo unit 20 may be movedfrom freighter 80 through a freighter loading door 82 and along path 70to intermediate location 64 in warehouse 60. In various embodiments,cargo unit 20 may be positioned in intermediate location 64 via humanoperator or via transportation unit 40. Initial location 84 may definethe other “end” of the end-to-end cargo loading operation 100. However,in various embodiments, intermediate location 64 may also define an“end” of the end-to-end cargo loading operation 100. Accordingly, asreferred to herein, end-to-end cargo handling operations and/or systemsmay refer to movement of a cargo unit from a freighter to a warehouse toan aircraft, from a warehouse to an aircraft, or any other combinationof movement between two locations.

In various embodiments, transportation unit 40 may be configured to movealong path 50, throughout warehouse 60, and along path 70. In variousother embodiments, transportation unit 40 may be configured to operateon path 50, in warehouse 60, or on path 70 or any combination thereof.In various embodiments, a separate transportation unit 40 may bepositioned on each of path 50, warehouse 60, and path 70. Therefore, asingle transportation unit 40 or a plurality of transportation units 40may assist in moving cargo unit 20 between intermediate location 64 orinitial location 84 and destination location 16.

Moving on and with reference to FIGS. 3A and 3B, autonomous end-to-endcargo handling system 300 is illustrated, in accordance with variousembodiments. Autonomous end-to-end cargo handling system 300 may beconfigured to autonomously transfer one or more cargo units 320 from afirst location to a second location. In various embodiments, firstlocation and/or second location may be any one of a destination location16, intermediate location 64, or, initial location 84 (with momentaryreference to FIG. 2 ). As such, autonomous end-to-end cargo handlingsystem 300 may assist in loading or unloading aircraft 10 with one ormore cargo units 20.

In various embodiments, autonomous end-to-end cargo handling system 300may comprise aircraft 310, lift unit 330, and transportation unit 340.Aircraft 310 may comprise an aircraft transceiver 318, lift unit 330 maycomprise a lift unit transceiver 332, and transportation unit 340 maycomprise a transportation unit transceiver 342. Aircraft transceiver318, lift unit transceiver 332, and transportation unit transceiver 342may each comprise a receiver configured to receive radio signals and atransmitter configured to transmit radio signals. As such, aircrafttransceiver 318, lift unit transceiver 332, and transportation unittransceiver 342 may be in communication with each other over a network360. Network 360 may be in communication with a control module 350configured to provide instructions to aircraft 310, lift unit 330, andtransportation unit 340, through aircraft transceiver 318, lift unittransceiver 332, and/or transportation transceiver 332, respectively.

While illustrated as a wireless system, network 360 may carry signalsand may be implemented using wire, cable, fiber optics, a telephoneline, a cellular link, a radio frequency (RF) link, and/or othercommunications channels. In various embodiments, the various systemcomponents, including aircraft 310, lift unit 330, and/or transportationunit 340 may be independently, separately or collectively suitablycoupled to the network 360 via data links which includes, for example, aconnection to an Internet Service Provider (ISP) over the local loop asis typically used in connection with standard modem communication, cablemodem, Dish Networks®, ISDN, Digital Subscriber Line (DSL), or variouswireless communication methods, see, e.g., GILBERT HELD, UNDERSTANDINGDATA COMMUNICATIONS (1996), which is hereby incorporated by reference.It is noted that the network may be implemented as other types ofnetworks, such as an interactive television (ITV) network. Moreover, thesystem contemplates the use, sale or distribution of any goods, servicesor information over any network having similar functionality describedherein.

In various embodiments control module 350 may provide instructions totransportation unit 340, lift unit 330, and aircraft 310 such that thevarious components may autonomously assist in loading or unloading cargounit 320. For example, in various embodiments, control module 350 maycommunicate through network 360 with transportation unit 340 to move toa first location wherein transportation unit 340 can be loaded orself-load cargo unit 320. Control module may communicate variousparameters to cargo transportation unit such as a pick-up location,drop-off location, routing information, cargo unit identity, or othervariables to assist transportation unit 340 in transporting cargo unit320. Control module 350 may be configured to access one or moredatabases concerning a state of cargo unit 320, for example, a cargounit location, destination location, routing information, size, weight,or other variables.

With specific reference to FIG. 3A, in various embodiments,transportation unit 340 loaded with cargo unit 320 may travel to alocation of lift unit 330. In various embodiments, transportation unit340 may comprise any suitable transportation mechanism, including forexample, an electrically or gas powered cart, buggy, carriage, or thelike. As previously stated with reference to FIG. 2 , transportationunit 340 may travel along a path from a warehouse location to a locationadjacent to lift unit 330. Transportation unit 340 may receivepositioning information of lift unit 330 via network 360 and may travelto that location to transfer cargo unit 320 to lift unit 330.

With reference to FIG. 3B, in various embodiments, cargo unit 320 may betransferred from transportation unit 340 to lift unit 330. Cargo unit320 may be transferred from transportation unit 340 to lift unit 330 viahuman operator, human operated machinery such as a fork lift or thelike, via actuators present on transportation unit 340 or on lift unit330, or in any other suitable manner. Upon receiving cargo unit 320,lift unit 330 may be instructed via control module 350 to lift cargounit 320 to a location near a cargo load door of aircraft 310. Invarious embodiments, lift unit 330 may comprise a scissor lift, forklift, conveyer belt, overhead crane, or other suitable mechanism capableof raising and/or lowering cargo unit 320 to and/or from aircraft 310.In various embodiments, lift unit 330 may comprise a sensor configuredto sense the presence of cargo unit 320, signaling the need to liftcargo unit 320. For example, in various embodiments, lift unit 330 maycomprise a camera, a structured light sensor, a light detection andranging (LiDAR) sensor, an infrared sensor, a depth sensor (e.g., an IRprojector/camera assembly such as a MICROSOFT® Kinect®, an ASUS® XtionPRO®, etc.), a 3D scanner/camera, an ultrasound range finder, a radarsensor, and/or any other suitable sensing device. The sensor may alsocomprise a sensor capable of sensing a weight of an object (a “weightsensor”) such as, for example, a pressure sensor, a piezo-electricsensor, and/or the like. During this time, transportation unit 340 mayalso be receiving instructions from control module 350 to travelelsewhere to complete other tasks such as retrieving another cargo unitwaiting to be loaded on aircraft 310. Once cargo loading of aircraft 310is complete, the aircraft cargo loading door may close via one or moresensor or through instructions provided by control module 350 overnetwork 360 to aircraft transceiver 318.

Moving on and with reference to FIGS. 4A and 4B, autonomous end-to-endcargo handling system 400 is illustrated, in accordance with variousembodiments. Autonomous end-to-end cargo handling system 400 may besimilar to the autonomous end-to-end cargo handling system 300 of FIGS.3A and 3B. For example, autonomous end-to-end cargo handling system 400may comprise an aircraft 410 comprising an aircraft transceiver 418configured to communicate with various other components via a network460 in communication with a control module 450. In various embodiments,autonomous end-to-end cargo handling system 400 may comprise anautonomous multifunction unit 480, which may be configured to assist inone or more tasks. For example, in various embodiments, multifunctionunit 480 may be configured to travel between a first location and asecond location, load one or more cargo units 420, relocate the one ormore cargo units 420, and lift the one or more cargo units 420 to beloaded onto aircraft 410.

For example, in various embodiments, multifunction unit 480 may comprisea lift unit 430 comprising a lift unit transceiver 432 and atransportation unit 440 comprising a transportation unit transceiver442. In various embodiments, both lift unit 30 and transportation unit440 may be configured to move between a first location and secondlocation. Lift unit 430 and transportation unit 440 may be temporarilyor permanently coupled.

In various embodiments and with specific reference to FIG. 4A, controlmodule 450 may communicate with multifunction unit 480 and instructmultifunction unit 480 to travel to a first location corresponding to alocation of one or more cargo units 420. Upon arriving at the firstlocation, multifunction unit 480 may be loaded or self-load cargo unit420. Multifunction unit 480 may then be instructed via control module450 to transport cargo unit to a second location such as near aircraft410.

With reference to FIG. 4B, in various embodiments, multifunction unit480 may be configured to lift cargo unit 420 to a cargo load door ofaircraft 410. For example, control module 450 may communicateinstructions to lift unit 430 of multifunction unit 480 and instructlift unit 430 to lift cargo unit 420 or a sensor present on lift unit430 may signal a need to lift cargo unit 420. In various embodiments,upon reaching suitable cargo elevation, transportation unit 440 maydetach from lift unit 430 and transport cargo unit throughout a cargobay of aircraft 410. Accordingly, in various embodiments, multifunctionunit 480 comprising multiple subcomponents may be configured totransport cargo unit 420 from a first location to a second locationautonomously.

With reference to FIG. 5 , an exemplary sensing agent 500 isillustrated, in accordance with various embodiments. In variousembodiments, one or more components of the autonomous end-to-end cargohandling systems described herein may comprise one or more sensingagents 500 in order to operate autonomously in addition to or instead ofreceiving instructions from a control module over a network. Forexample, in various embodiments, lift unit 330, transportation unit 340,and/or multifunction unit 480 may comprise sensing agent 500 in order tocommunicate with each other and/or monitor surroundings in order totransport a cargo unit from a first location to a second location (withmomentary reference to FIG. 3A, FIG. 3B, FIG. 4A, and FIG. 4B). As such,lift unit 330, transportation unit 340, and/or multifunction unit 480may create a distributed network of sensing agents 500 configured tolocate, load, transfer, and/or move a cargo unit from a first locationto a second location.

In various embodiments, each sensing agent 500 may comprise any suitableapparatus capable of monitoring and gathering data during the cargoloading process. Each sensing agent 500 may also be computer based, andmay comprise a processor, a tangible non-transitory computer-readablememory, and/or a network interface, along with other suitable systemsoftware and hardware components. Instructions stored on the tangiblenon-transitory memory may allow each sensing agent 500 to performvarious functions, as described herein.

System program instructions and/or processor instructions may be loadedonto a tangible, non-transitory, computer-readable medium (also referredto herein as a tangible, non-transitory, memory) having instructionsstored thereon that, in response to execution by a controller, may causethe processor to perform various operations. The term “non-transitory”is to be understood to remove only propagating transitory signals per sefrom the claim scope and does not relinquish rights to all standardcomputer-readable media that are not only propagating transitory signalsper se. Stated another way, the meaning of the term “non-transitorycomputer-readable medium” and “non-transitory computer-readable storagemedium” should be construed to exclude only those types of transitorycomputer-readable media which were found in In re Nuijten to falloutside the scope of patentable subject matter under 35 U.S.C. § 101.

In various embodiments, each sensing agent 500 may also comprise varioussub-components to aid in monitoring and gathering data. For example,each sensing agent 500 may comprise a sensing module 510 configured tosense a location of a cargo unit, a computing module 520, and/or acommunication module 530. Sensing module 510, computing module 520,and/or communication module 530 may be in operative and/or electroniccommunication with each other. Computing module 520 may include logicconfigured to control sensing module 510 and/or communication module530. In various embodiments, sensing module 510 may comprise anysuitable apparatus, hardware, and/or software capable of monitoring aportion between two locations such as between an aircraft and awarehouse and/or freighter. Each sensing agent 500 may comprise one ormore sensing modules 510. For example, sensing module 510 may compriseat least one of a camera, a structured light sensor, a light detectionand ranging (LiDAR) sensor, an infrared sensor, a depth sensor (e.g., anIR projector/camera assembly such as a MICROSOFT® Kinect®, an ASUS®Xtion PRO®, etc.), a 3D scanner/camera, an ultrasound range finder, aradar sensor, and/or any other suitable sensing device. Each sensingmodule 510 may also comprise sensors to sense a weight of an object (a“weight sensor”) such as, for example, a pressure sensor, apiezo-electric sensor, and/or the like. Accordingly, lift unit 330,transportation unit 340, and/or multifunction unit 480 may be configuredto adjust autonomously in real time to any variables not anticipated bythe control module such as the presence of foreign objects between thefirst location and the second location, nonconforming cargo units,and/or adjustments to the first and/or second position. Further, liftunit 330, transportation unit 340, and/or multifunction unit 480 maycommunicate via communication module 530 of sensing agent 500 totransfer a cargo unit from a warehouse to transportation unit 340 and/ormultifunction unit 480, from transportation unit 340 to lift unit 330,and/or from lift unit 330 and/or multifunction unit 480 to an aircraft.

As discussed herein, autonomous end-to-end cargo handling systems may beconfigured to efficiently and safely transport cargo units to and froman aircraft or other location without the need for human operators. Suchsystems may be reduce costs associated with human labor, reduce safetyrisks involved with human operators, and reduce human error associatedwith the scheduling and placement of such cargo units.

A block diagram illustrating an autonomous method of handling a cargounit via is illustrated in FIG. 6 , in accordance with variousembodiments. The method may comprise transmitting, via a network, afirst location corresponding to an initial location of a cargo unit to atransportation unit (step 602). The method may comprise transmitting,via the network, a second cargo location corresponding to a cargo unitdestination location to the transportation unit (step 604). The methodmay comprise moving the transportation unit to the first location (step606). The method may comprise loading the cargo unit onto thetransportation unit (step 608). The method may comprise transporting,via the transportation unit, the cargo unit from the first location tothe second location (step 610). The method may comprise transferring thecargo unit from the transportation unit to a lift unit (step 612). Themethod may further comprise lifting, via the lift unit, the cargo unitto an elevation of a cargo deck of an aircraft (step 614).

Benefits, other advantages, and solutions to problems have beendescribed herein with regard to specific embodiments. Furthermore, theconnecting lines shown in the various figures contained herein areintended to represent exemplary functional relationships and/or physicalcouplings between the various elements. It should be noted that manyalternative or additional functional relationships or physicalconnections may be present in a practical system. However, the benefits,advantages, solutions to problems, and any elements that may cause anybenefit, advantage, or solution to occur or become more pronounced arenot to be construed as critical, required, or essential features orelements of the disclosure. The scope of the disclosure is accordinglyto be limited by nothing other than the appended claims, in whichreference to an element in the singular is not intended to mean “one andonly one” unless explicitly so stated, but rather “one or more.”Moreover, where a phrase similar to “at least one of A, B, or C” is usedin the claims, it is intended that the phrase be interpreted to meanthat A alone may be present in an embodiment, B alone may be present inan embodiment, C alone may be present in an embodiment, or that anycombination of the elements A, B and C may be present in a singleembodiment; for example, A and B, A and C, B and C, or A and B and C.Different cross-hatching is used throughout the figures to denotedifferent parts but not necessarily to denote the same or differentmaterials.

Methods, systems, and computer-readable media are provided herein. Inthe detailed description herein, references to “one embodiment”, “anembodiment”, “various embodiments”, etc., indicate that the embodimentdescribed may include a particular feature, structure, orcharacteristic, but every embodiment may not necessarily include theparticular feature, structure, or characteristic. Moreover, such phrasesare not necessarily referring to the same embodiment. Further, when aparticular feature, structure, or characteristic is described inconnection with an embodiment, it is submitted that it is within theknowledge of one skilled in the art to affect such feature, structure,or characteristic in connection with other embodiments whether or notexplicitly described. After reading the description, it will be apparentto one skilled in the relevant art(s) how to implement the disclosure inalternative embodiments.

Furthermore, no element, component, or method step in the presentdisclosure is intended to be dedicated to the public regardless ofwhether the element, component, or method step is explicitly recited inthe claims. No claim element herein is to be construed under theprovisions of 35 U.S.C. 112(f) unless the element is expressly recitedusing the phrase “means for.” As used herein, the terms “comprises”,“comprising”, or any other variation thereof, are intended to cover anon-exclusive inclusion, such that a process, method, article, orapparatus that comprises a list of elements does not include only thoseelements but may include other elements not expressly listed or inherentto such process, method, article, or apparatus.

What is claimed is:
 1. A multifunction unit for a cargo handling system,comprising: a transportation unit comprising a first sensing agent and atransportation unit transceiver; and a lift unit comprising a secondsensing agent and a lift unit transceiver, the second sensing agentcoupled to the lift unit wherein the multifunction unit is configured tooperate autonomously to move a cargo unit from a first location to asecond location, wherein: the transportation unit is operable to:receive, via a control module and through the transportation unittransceiver, the first location corresponding to an initial location ofthe cargo unit, receive, via the control module and through thetransportation unit transceiver, the second location corresponding to acargo unit destination location, and transport the cargo unit from thefirst location to the second location; the lift unit is operable toreceive, via the control module and through the lift unit transceiver,instructions to lift the cargo unit to an elevation of a cargo deck ofan aircraft; and the transportation unit is further operable to: detachfrom the lift unit in response to reaching the elevation of the cargodeck, and transport the cargo unit throughout a cargo bay of theaircraft.
 2. The multifunction unit of claim 1, wherein thetransportation unit transceiver and the lift unit transceiver areconfigured to communicate over a network.
 3. The multifunction unit ofclaim 1, wherein the first sensing agent and the second sensing agenteach comprise a sensing module, a computing module, and a communicationmodule.
 4. The multifunction unit of claim 3, wherein the lift unit andthe transportation unit are configured to communicate via thecommunication module of the first sensing agent and the communicationmodule of the second sensing agent.
 5. The cargo handling system ofclaim 1, further comprising the aircraft having the cargo deck, thecargo bay, and a cargo loading door, and a third transceiver, whereinthe aircraft is operable to, via the control module and through thethird transceiver, close the cargo loading door in response tocompleting loading.